1. Let sleeping tigers lie
2. More wheels on water
3. Electric Rodney
4. Charterparty breach
5. Bills of lading
6. Compliance costs
7. Safety issues
8. IMO round-up
9. Digital safety
10. Tight labour markets
11. All hands on deck
12. Happy at sea
13. Upskilling needs
14. Cyber security investment
Notices & Miscellany
Readersâ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Let sleeping tigers lie
By Michael Grey
If you make your living as a regulator in the maritime world, there are two sets of regulations, which, if you value your career prospects and sanity, you will leave well alone. The first is the 1969 Tonnage Measurement Convention, which despite its faults, will bring down the wrath of all the worldâs ship owners, the management of all ports and canals, along with the  purveyors of port services, lighthouses, ship builders and a lot more besides, on your hapless head. It will also cause ill-health and precipitate retirements of senior IMO officials. So, you should just get real and learn to live with it.
The second, which will have nervous breakdowns and exhibition of uncontrolled rage among a million or so mariners, should it be threatened with unwanted interference, is the 1972 International Regulations for Preventing Collisions at Sea â the COLREGS.
This particular sleeping tiger stirs from time to time, with various bright ideas emerging, which clever proponents suggest will improve the rules which competent deck officers are expected to know intimately. I can recall, during the early part of this century, attending a debate in London about suggested changes that would allegedly remove any doubt about the status of âstand-onâ and âgive wayâ ships in a crossing situation. It was packed to the doors with professionals, standing room only, but there was no doubt that in the vote that followed, the âremainersâ beat the âreformersâ hands-down. It was a fairly heated discussion. The most convincing arguments came from the late Dr. John Kemp, who was possibly the worldâs leading expert in the regulations and their applications (and who about 40 years before had taught me navigation).
The suggestion was that both ships should alter course to starboard in such a situation, a change which superficially seemed to attract approval by, but was destroyed by the opposition. Dr.Kemp pointed out that there was absolutely nothing wrong with the regulations as they were, they had stood the test of time and required only proper knowledge and full compliance.
I expect the spirit of John Kemp was stirring uneasily during the recent Maritime Safety Committee meeting at IMO, when the distinguished delegates considered a proposal from China which would subject the COLREGS to a âcomprehensive revision.â This was in the light of all the amazing technical advances which had benefited (or afflicted) the maritime world since the rules were put to bed, probably with some relief, in 1972.
You can have a certain amount of sympathy with the doubtful current relevance of many of the requirements, even though the âmodernisationâ of the 1970s acknowledged the fact that we did not meet close-hauled square riggers very often, when on passage. The Chinese paper very reasonably points out the futility of rigorous attention to sound signals, when the OOW is enclosed in an air-conditioned wheelhouse (probably listening to their favourites through state of the art earbuds. Similarly, with the explosion of ship sizes and the strange configurations that have emerged from naval architects with imagination, lights and shapes perched improbably on top of these strange structures seem somewhat unnecessary. And when you see big fast ships blinding up the Channel in nil-visibility, are the rules as prescribed just failing to cope with reality? You might think of desperate chats on the VHF as ships close and the way that AIS has become something of a crutch to the uncertain mariner.
It is also a fact that much of this enthusiasm for change comes from the lobbyists for the dreaded Maritime Autonomous Surface Ships brigade, which in the opinion of some, have been ridiculously over-indulged with time and effort at IMO. We have to get with MASS, they tell us, we must embrace AI and help to construct collision avoidance algorithms, so sings the chorus from this techno-infested minority. It reminds me of the tail wagging the dog in the endless debate about gender, with tiny minorities calling the shots.
As it is usually eventually acknowledged, after a lot of pointless argument any changes to rules that are supposed to be followed by every ship on the waters of the earth is a huge matter. I can remember somebody saying that it was like Sweden, changing from driving on the left, to the right, at a moment in time. Only globally. Like changing depths from fathoms to metres, and causing a lot of premature ageing among shipmasters.
It was probably inevitable that the proposition of a comprehensive review was opposed by some substantial delegations and NGOs, including Japan, the UK, NZ, France, Turkey, Greece, the ICS, IFSMA (they ought to know best) and BIMCO. The arguments about the rules standing the test of time and the solution lying in better knowledge and compliance are not exactly new thinking, but none the worse for that. So all those thousands of navigators will not be worried sick, as long as they know what the COLREGS is telling them. This tiger can slumber on.
Michael Grey is former editor of Lloydâs List
2. More wheels on water
Wetwheels, the charity founded by Geoff Holt MBE, who was the first disabled person to sail around the UK coast single-handed and then sailed unassisted across the Atlantic, is looking to expand its operations. Launched in 2011to enable people with a wide range of disabilities to access the water safely, Wetwheels began with a 9m catamaran built on the Isle of Wight by Cheetah Marine to take disabled people on excursions in the Solent. The Foundation now operates seven of the craft and has given life-enhancing experiences to more than 40,000 disabled people with all types of disabilities, helping to build self-confidence and reducing anxiety.
The foundation would like to increase its fleet to ten of these cleverly designed craft which are specially designed for wheelchair access â each can accommodate three wheelchairs with safe moorings and plenty of safe seats for other passengers and carers. Check out a brilliant short video https://www.youtube.com/watch?v=aRgSKROkUÂ Â which amply illustrates the sheer enjoyment of the clients, âsee the smilesâ and you might like to help keep this excellent charity with its aims. https://wetwheelsfoundation.org
3. Electric Rodney
With increasing concern about undeclared lithium batteries sneaking their way into shipments and becoming a serious fire risk, the Port of Miami now has a dog that has been trained to sniff out these electric interlopers so that they can be intercepted. He is a German, short-haired Pointer named Rodney, so when he finds something suspicious, he points.
4. Charterparty breach
Brian Perrott of HFW and Lee Forsyth have brought to our attention the case of Rhine Shipping DMCC v Vitol SA [2023] EWHC 1265 (Comm).
The dispute related to a voyage charter between Rhine (as disponent owner) and Vitol (as charterer). Vitol had a counterclaim for breach of the charter due to the vessel’s delay in proceeding to one of the load ports and there was a dispute as to whether Rhine was liable for the increased price that Vitol had to pay to the seller of the cargo (TOTSA).
Vitol had entered into a number of internal swaps within Vitol’s internal risk management system to hedge against increases in the purchase price under the TOTSA contract caused by any delay in loading the vessel.
A key issue in the case was whether Vitol’s hedging arrangements should be taken into account in assessing damages.
The court reviewed previous authorities which indicated that: “hedging is capable of being taken in to account, at least if undertaken in a reasonable attempt to mitigate loss, both as something that has reduced the loss suffered and as something that might generate costs which themselves are recoverable as loss.”
However, here the other transactions were internal and not entered into for the purposes of hedging the transaction in question. They were separate and independent from each other and were not entered into in order to mitigate or hedge risk â they were transactions entered into in the course of ordinary trading. Consequently, any “profits” on the internal swaps could not be brought into account to reduce the loss suffered under the charter.
The case highlights the importance of how parties manage risk in relation to sale contracts. If transactions are hedged internally as part of a global risk portfolio, there is a much higher chance that such hedges will be considered independent transactions which cannot be taken into account in the assessment of damages to reduce loss.
5. Bills of lading
Jitin Bharadwaj, Advocate, Metalegal Advocates has put together an analysis of Bills of lading: Basic concepts and issues (metalegal.in)
The article points out âA bill of lading is more than a mere contractual or legal or transport document. It evidences several facets of relationships between various parties and continues to be debated in the legal circles regarding its form and significance.â
As he comments, the Bill of Lading is a very crucial document especially for international transportation of the goods. With the introduction of the electronic bill of lading it has now become very convenient for the parties to overview end to end delivery of the goods. A bill of lading must be drawn in a careful manner, details regarding parties, goods be entered correctly in order to avoid any issues later. In law, the legal issue regarding the significance and characterization of the bill of lading would continue to be debatable and the answer to it would always lie in the bill of lading and underlying contracts being read and interpreted together.
For the full article see the link above.
6. Compliance costs
Over coming decades, the lifetime cost of complying with regulatory regimes like FuelEU Maritime for LNG-fuelled vessels will be around half that of methanol and ammonia powered alternatives.
Analysis from SEA-LNG, the coalition established to demonstrate the commercial and environmental beneďŹts of the LNG pathway, shows the lifetime fuel costs of meeting key European decarbonisation targets for shipping through the LNG pathway are expected to be roughly half that of the methanol or ammonia pathways.
Building on recent work by the MÌrsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) projecting fuel costs for alternative marine fuels out to 2050 (see Figure 1) and using long-term price benchmarks for ammonia, methanol and LNG as a marine fuel, SEA-LNG has calculated the cost of compliance with FuelEU Maritime regulations for a typical 14k TEU newbuild container vessel coming into operation in 2025.
Commenting on the analysis, SEA-LNG COO Steve Esau said: âOur analysis shows that lifetime fuel costs of achieving net-zero emissions through the LNG pathway are expected to be roughly half of those for methanol and ammonia. This underlines the importance of understanding the implications of the journey to net zero as well as the destination. LNG offers GHG reductions today and a low cost, incremental solution for decarbonisation.â
SEA-LNG is currently developing a cost of compliance calculator that will enable ship owners, investors, charterers, and operators to explore the commercial implications of different fuel choices in complying with EU and IMO regulations.
To read more, click here to access the full analysis via the SEA-LNG website.
7. Safety issues
Orca AI, the developer of the first automated situational awareness platform, has linked up with TMS group to enhance the safety of its fleet. The Orca AI platform has been rolled out across TMS Cardiff Gasâs fleet of 11 LNG Carriers from its 2020-2021 newbuild program, and 9 oil tankers from the TMS Tankers fleet.
TMS group was looking for a solution to enhance its crewsâ situational awareness capabilities, with a focus on navigation in congested areas and in low visibility conditions. It also wanted to improve compliance with its safety policy (SMS) and develop further understanding of the navigational challenges that the fleet is facing and how they are managed.
The partnership began in June 2021 and since installation, the TMS Cardiff Gas fleet has reduced the number of its close encounter events by 25% and increased the average minimum distance from other vessels by 19%.
These figures come as the industry faces an increasing number of safety challenges, with AGCS research showing that 75% to 96% of marine accidents involve human error.
By leveraging Orca AIâs automated watchkeeper, TMS crews will gain enhanced situational awareness as well as optimize fleet performance under high-risk navigational scenarios.
The Orca AI platform will connect TMSâs vessels and shore-side operations, enabling fleet management teams to receive actionable insights on vessel performance, identify navigation trends that pose a risk and take preventative actions to make fleet operations more efficient and decrease down-time, whilst guaranteeing timely arrivals.
8. IMO round-up
The International Maritime Organization Maritime Safety Committee meeting took place at the beginning of this month.
MSC adopted a new SOLAS regulation II-1/3-13 that covers requirements for the application, design and construction, operation, inspection, testing and maintenance of onboard lifting appliances and anchor handling winches. Two related sets of draft guidelines for lifting appliances and anchor handling winches were approved, to support the implementation of the new SOLAS regulation.The regulation is expected to enter into force on 1 January 2026.
The Committee also adopted a first set of amendments to the Polar Code, together with associated amendments to the SOLAS Convention, to incorporate new requirements concerning safety of navigation and voyage planning, applicable to fishing vessels of 24 m in length overall and above, pleasure yachts of 300 GT and above not engaged in trade and cargo ships of 300 GT and above but below 500 GT, operating in polar waters.The amendments are expected to enter into force on 1 January 2026.
Other issues included amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, regulation I/2 (Certificates and endorsements), and the corresponding section of the Seafarers’ Training Certification and Watchkeeping (STCW) Code, related to electronic certificates. The amendments are expected to enter into force on 1 January 2025.
MSC adopted amendments to the LSA Code related to ventilation requirements for totally enclosed lifeboats. The provisions should be applied to such lifeboats installed on or after 1 January 2029.
The committee made further progress on the development of a goal-based instrument regulating the operation of maritime autonomous surface ships (MASS), expected to be adopted by 2025. This follows the completion of a related regulatory scoping exercise.
Following a proposal by several Member States, MSC adopted a resolution on “Strengthening measures for ensuring the safety of international shipping”.It approved, with a view to subsequent adoption, draft amendments to SOLAS chapter V with regard to the reporting of the loss of containers.
Containers lost overboard present a serious hazard to navigation and safety at sea in general, in particular to recreational sailing yachts, fishing vessels and other smaller craft, as well as to the marine environment. The draft amendments on detection and reporting of lost containers developed by the CCC Sub-Committee for carriage of cargo and containers are also relevant for the Organization’s work on addressing marine litter.
More details on the deliberations of the Maritime Safety Committee are to be found on the IMO website.
9. Digital safety
Global Survival Technology solutions provider Survitec aims to substantially improve onboard ship safety with a new interactive safety management solution. The solution, a Safety Management and Rapid Response Technology Interface (SMARR-TI), uses a graphical monitoring interface to integrate fire detection and fire suppression systems within one system. SMARR-TI, which Survitec developed in cooperation with Turkish shipyard Tersan and Norwayâs Havila Voyages, is already in operation on a pair of 15,500gt passenger ships.
âSMARR-TI is unique in that it can integrate both fire detection and fire suppression systems within one easy-to-use solution; there is currently no other digitised safety monitoring solution like this. What sets it apart is that it is interactive. The aim is to give early warning of changes in a quick and effective way, and then to enable swift action to prevent a fire from happening,â says Rafal Kolodziejski, Head of Product Support and Development at Survitec.
SMARR-TI, which supplements SOLAS requirements for general arrangement plans to be permanently exhibited for the guidance of the shipâs officers and crew, can provide a digital interactive plan of the entire shipâs fire defence systems, encompassing fire prevention, fire detection, and fire suppression.
By way of a 27-inch touchscreen monitor on the bridge and in the engine control room, the crew can monitor and operate the shipâs fire defences simply and easily. Real-time status indication is paired with alerts and notifications to warn of temperatures exceeding set limits, or the presence of smoke or flame. SMARR-TI then activates automatically to sound the alarm, close fire doors & fire dampers, shut down ventilation, activate CCTV cameras and trigger signals to the alarm monitoring system, SMS interface, and public announcement system.
10. Tight labour markets
Officer supply shortfall has reached a record high and is not expected to improve, leading to manning cost inflation, according to the latest Manning Annual Review and Forecast report published by global shipping consultancy Drewry.
The 2023 officer availability gap has widened to a deficit equating to about 9% of the global pool, which represents a marked rise from last yearâs 5% shortfall and the highest level since Drewry first started analysing the seafarer market 17 years ago. Similar deficit levels are forecast for 2023-2028 based on the limits of new seafarer supply becoming available in the period. While these deficit levels are based on vessel numbers together with assumptions on crewing levels and so largely theoretical, they clearly indicate that the seafarer labour market has become particularly tight, with important implications for recruitment and retention as well as manning costs.
Although 2020 is now more and more behind us, the effects of Covid-19 are still persistent, as it not only had a substantial impact on crew training but also on the overall appeal of working at sea. This was mainly due to the various stories of crews stuck on board vessels, too often in dire conditions.
As a result, the importance of wellbeing has come to the forefront in employee retention, and the trend of looking beyond wage rates is becoming stronger by the day. Things like good communication channels with families at home, comfortable facilities onboard and a supportive work environment are gaining importance.
The most challenging period of the pandemic had hardly ended when the eruption of the Russia-Ukraine war created further challenges in seafarer supply, with many experienced crews returning home to join the military. Unfortunately, there is no end in sight to the war currently, so Drewry expects numbers of new seafarers from Russia and Ukraine to be very limited for a while.
While vessel manning will be challenging over the few next years, especially with regard to officer availability because of these issues, the accelerating growth of the global deep sea vessel fleet will make the situation even more difficult.
11. All hands on deck
Shell, in collaboration with Deloitte, has released All Hands on Deck 2.0, focusing on six tangible actions to accelerate the decarbonisation of the shipping industry.
The report features research and analysis based on insights drawn from leaders across all segments of the shipping sector to provide a high-level overview of progress made in decarbonising the marine sector since 2020 and assess the prevailing views, sentiments and concerns in the industry. It emphasizes a selection of specific actions the sector can act on without delay including:
â˘Â           Scaling up demand for low-carbon fuels and low-emission vessels
â˘Â           Taking a segment-specific approach for tailored solutions
â˘Â           Leveraging local/regional regulation for momentum and anticipating global regulations
â˘Â           Driving clarity on fuel pathways and investment in demonstration projects
â˘Â           Adopting an integrated view on asset improvement, including efficiency measures and retrofits
â˘Â           Activating the first green corridors as tangible proof points
To access the full report please visit: https://www.shell.com/marine/decarbonising.
12. Happy at sea
The Mission to Seafarers unveiled its âHappy at Seaâ mobile app at  Nor-Shipping 2023. For the first time, this revolutionary app provides seafarers with centralised access to The Mission to Seafarersâ services which are available day and night, 365 days a year, in over 200 ports across 50 countries. By leveraging digital technology, seafarers can now conveniently access essential services, improving their welfare and mental health during their time at sea.
Billed as the worldâs first digital seafarersâ centre, the Happy at Sea app empowers seafarers to take charge of their port welfare needs and safeguard their mental health. The free-of-charge app offers an array of features including the ability to pre-order requests ahead of port visits and access the Mission’s extensive range of wellbeing resources even when offline, addressing the issue of limited internet access onboard ships. The Seafarers Happiness Index survey can also be easily completed within the app, followed by tailored resources and support based on each seafarer’s responses. By embracing this innovative platform, seafarers gain access to vital support in an efficient and user-friendly manner.
With a history of supporting seafarers dating back to 1836, The Mission to Seafarers leveraged its extensive expertise and insight to design the Happy at Sea app, catering specifically to the needs of seafarers. Developed with funding from DNV, Cargill, and The Seafarersâ Charity, the app directly addresses the increasing digital needs of seafarers who frequently encounter challenges such as loneliness, mental health issues, and limited access to facilities and communication.
The Happy at Sea app can be downloaded from either the Apple iOS App Store or the Google Play Store. The app’s small size ensures that it can be easily downloaded even with limited internet connectivity. Regular updates to the app will introduce new functionality to enhance the user experience. The app also features the Flying Angel, an innovative chatbot powered by AI technology, designed to provide quick responses to frequently asked questions.
In addition to accessing a global directory of the Missionâs teams, seafarers will have the ability to instantly pre-order a wide range of services. These include ship visits by port welfare officers, transportation, shopping items such as SIM cards, and even private pastoral counselling sessions with trained professionals for those requiring specialised support. The Happy at Sea app will significantly enhance the well-being of seafarers by providing them with accessible resources and support when they need it most.
Other features of the Happy at Sea app include a simple log-in process, a comprehensive port database for effortless check-ins, and the ability to stay updated with the latest news even without an internet connection. This is due to the app’s functionality to automatically download news in the background while connected to WiFi to avoid using up costly data; data being a critical lifeline keeping seafarers in contact with loved ones.
Ben Bailey, Director of Programme at The Mission to Seafarers, said: âOur goal with the Happy at Sea app is to enhance the lives of seafarers worldwide by centralising our resources. Since the onset of the pandemic, we have witnessed a significant surge in requests for support through digital channels, be it through our CrewHelp service, local Facebook pages, and WhatsApp groups. This app will enable seafarers to easily track their requests, while also empowering our teams to work more strategically within the ports. We take pride in the fact that our services are tailored to meet local needs in every one of our 200 locations, and the Happy at Sea app will provide seafarers with rapid access to these essential facilities.â
The Happy at Sea app is available for both Apple and Android devices, ensuring broad accessibility to seafarers across the globe. It will initially be launched in the Mission’s Oceania Region from June 2023, with plans for a gradual rollout across its extensive network of locations in the coming months.
To register your interest visit: https://app.missiontoseafarers.org
For more information about The Mission to Seafarers and its vital work, please visit: https://www.missiontoseafarers.org
13. Upskilling needs
DNV has published a study co-sponsored by the Singapore Maritime Foundation (SMF), examining the key drivers transforming the maritime industry and their impact on ship management and seafarers. The study was handed over to SMF Chairman  Hor Weng Yew during the Nor-Shipping trade fair in Oslo.
The research draws on a comprehensive methodology combining a literature review, expert consultations, and a survey of over 500 seafarers responsible for operating dry bulk, tanker, and container vessels globally. Of the many forces shaping the future of maritime, decarbonization and digitalization were identified to have the most profound impact on the future of seafarers and ship management leading up to 2030.
Eighty-one percent of seafarers surveyed indicated that they require either partial or complete training to effectively work with the advanced technology that will be present onboard future ships. Similarly, over 75 percent of the respondents expressed a requirement for partial or complete training on new fuel types such as liquefied natural gas (LNG), batteries or synthetic fuels. This training deficit rose to 87 percent of survey respondents for emerging fuels such as ammonia, hydrogen and methanol.
As shipowners and operators are increasingly deploying modern technologies onboard and exploring the use of alternative fuels in a bid to stay compliant, the handling of incoming fuels and technologies will require the crew to have additional skill sets and thus the need for comprehensive training. At the same time, growing automation of components and systems onboard is expected to bring about a rise in autonomous and smart ships, thus the need to consider remote shore monitoring in the future.
Launching the study, Cristina Saenz de Santa Maria, Regional Manager South East Asia, Pacific & India at DNV Maritime, said, âWith decarbonization and digitalization rapidly transforming the maritime landscape, it is essential that shipowners and managers understand the new challenges and opportunities that these forces present. Proper training and industry collaboration will be imperative to ensure seafarers are equipped with the competence and skills to operate ships using new fuels and technologies in a safe and efficient manner. Upskilling seafarers will not only enable them to execute additional monitoring and maintenance tasks onboard but can also be leveraged upon to improve attraction and retention in the industry.â
You may download the report in full here.
14. Cyber security investment
New research published by DNV reveals that less than half (40%) of maritime professionals think their organization is investing enough in cyber security at a time when vessels and other critical infrastructure are becoming increasingly networked and connected to IT systems.
While the maritime industry has focused on enhancing IT security over recent decades, the security of operational technology (OT) â which manages, monitors, controls and automates physical assets such sensors, switches, safety and navigation systems, and vessels â is a more recent and increasingly urgent risk. Three quarters (75%) of the 800 industry professionals surveyed by DNV believe that OT security is a significantly higher priority for their organization than it was just two years ago. Just one in three is confident that their organizationâs OT cyber security is as strong as its IT security.
DNVâs new research report Maritime Cyber Priority 2023: Staying secure in an era of connectivity reveals an almost universal expectation that cyber-attacks will disrupt ship operations in the coming years. Three quarters of maritime professionals believe a cyber incident is likely to force the closure of a strategic waterway (76%). More than half expect cyber-attacks to cause ship collisions (60%), groundings (68%), and even result in physical injury or death (56%) as an overwhelming majority (79%) of professionals say the industry considers cyber security risks to be as important as health and safety risks.
While this new era of connectivity is resulting in new vulnerabilities, it is also enabling new possibilities, according to DNVâs research. Some 87% of maritime professionals say the future of the industry relies on an increase in connected networks, and 85% say that connected technologies are helping the industry reduce emissions.
âCyber security is a growing safety risk, perhaps even âtheâ risk for the coming decade,â says Knut Ărbeck-Nilssen, CEO Maritime at DNV. âBut crucially, it is also an enabler of innovation and decarbonization. Because as we pursue greener, safer, and more efficient global shipping, the digital transformation of the industry is deeply dependent on securing these inter-connected assets, making it vital that we work collaboratively to strengthen our collective cyber security.â
Download the Maritime Cyber Priority 2023: Staying secure in an era of connectivityÂ
DNV has released its new Steel Load Planner (SLP), a self-service application that can provide instant confirmation of rule compliance for proposed loading plans. Steel Load Planner, provides users with a reliable and efficient solution for the transport of steel coils, enabling optimised cargo intake, ensuring compliance with the applicable rules, and reducing the risk of accidents and incidents at sea.
Steel coils come in various sizes and weights, making it challenging for ship managers and operators to assess whether their vessels are suitable for a proposed shipment. With SLP, users can tailor a vesselâs loading plan according to the proposed shipment, for any steel coil dimensions. At the same time, they can confirm the vesselâs inner hull strength capacity for the shipment according to the applicable rules. Users can then easily create, check, and print the load plan, ensuring the load can be transported securely, while utilising the maximum cargo capacity of the vessel.
The new Steel Load Planner app is available now via the Veracity marketplace.
Notices & Miscellany
Average adjuster appointments
The Association of Average Adjusters has welcomed two new Fellows:Â Hung Yi (Jimmy) Chen of Overseas Adjusters & Surveyors, Taipei, and Christian Freuling of Richards Hogg Lindley (Hellas), Athens.
In Conversation with Sundeep Khera of AXA XL
Register for the next Maritime London and Nautilus webinar ‘In Conversation with Sundeep Khera of AXA XL’ held as part of the SEA TO CITY MAKE THE MOVE SERIES, which will be held on Wednesday, 28th June 11:30-12:00 (UK time).
Helen Kelly, Director of Communications at Nautilus International will host Sundeep Khera, Head of Marine, UK and Lloyd’s market and Global Head of Hull at AXA XL, a major insurance and reinsurance company, who will share his own experience of making the transition from seafaring to a career onshore. Webinar attendees will be able to post questions throughout the live session.
These webinars compliment the Sea to City networking and mentoring scheme, run by Nautilus International and Maritime London, aiming to encourage seafarers looking to move ashore to consider maritime services positions in London. It is aimed at ex-seafarers looking for the next step in their career or currently working at sea but thinking of coming ashore. Please forward this invitation to anyone who fits the above description.
Join participants for a 30-minute-long conversation (live or watch a recording later) with a maritime services professional who has made a successful sea-to-shore career transition by registering using the link below.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
(With thanks to Paul Dixon)
Noah was standing at the gangplank checking off the pairs of animals when he saw three camels trying to get on board. “Wait a minute!” said the patriarch.
“Two of each is the limit. One of you will have to stay behind.”
“It wonât be me,” said the first camel. “I’m the camel whose back is broken by the last straw.”
“I’m the one people swallow while straining at a gnat,” said the second one.
“I,” said the third, ” am the one that shall pass through the eye of a needle sooner than a rich man shall enter Heaven.”
“Come on in,” said Noah, “the world is going to need all of you.”
Thanks for Reading the Maritime Advocate online
Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each week and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.
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